EP3423694A1 - Dispositif d'alimentation en air frais pour un moteur à combustion interne de véhicule automobile - Google Patents

Dispositif d'alimentation en air frais pour un moteur à combustion interne de véhicule automobile

Info

Publication number
EP3423694A1
EP3423694A1 EP17709629.4A EP17709629A EP3423694A1 EP 3423694 A1 EP3423694 A1 EP 3423694A1 EP 17709629 A EP17709629 A EP 17709629A EP 3423694 A1 EP3423694 A1 EP 3423694A1
Authority
EP
European Patent Office
Prior art keywords
flap
housing
frischluftzuführeinrichtung
fresh air
shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP17709629.4A
Other languages
German (de)
English (en)
Inventor
Jochen Eichner
Daniel SCHATZ
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mahle International GmbH
Original Assignee
Mahle International GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahle International GmbH filed Critical Mahle International GmbH
Publication of EP3423694A1 publication Critical patent/EP3423694A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/104—Shaping of the flow path in the vicinity of the flap, e.g. having inserts in the housing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
    • F02B27/02—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
    • F02B27/0226—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means characterised by the means generating the charging effect
    • F02B27/0268—Valves
    • F02B27/0273—Flap valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/02—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning induction conduits
    • F02D2009/0201—Arrangements; Control features; Details thereof
    • F02D2009/0216—Arrangements; Control features; Details thereof of the air-vane type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing
    • F02D9/106—Sealing of the valve shaft in the housing, e.g. details of the bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1065—Mechanical control linkage between an actuator and the flap, e.g. including levers, gears, springs, clutches, limit stops of the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/109—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps having two or more flaps
    • F02D9/1095—Rotating on a common axis, e.g. having a common shaft
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to a Frischluftzu211 adopted for an internal combustion engine of a motor vehicle and an internal combustion engine with such a fresh air supply device.
  • a fresh air supply device comprises an internal combustion engine, a housing which is prepared for mounting on a cylinder head of an internal combustion engine. Furthermore, a flap arrangement can be arranged in the housing, which has flaps for controlling the cylinder of the internal combustion engine for controlling a fresh air flow to the respective cylinder. Moreover, it is in principle possible for the flap arrangement to comprise a common setting shaft, which is connected in a rotationally fixed manner to the flaps and which is rotatably mounted in bearings of the flap arrangement about an axis of rotation.
  • the present invention addresses the problem of providing for a fresh air supply an improved or at least another embodiment, which is characterized in particular by a simplified manufacturability and thus also by reduced manufacturing costs.
  • the basic idea of the invention is therefore to provide an actuating shaft of a flap arrangement of a fresh air supply device with a crank which is connected to a stop formed on the housing of the fresh air supply device. cooperates to restrict in this way the rotational movement of the actuating shaft to the rotation angle range required for the correct operation of the flap assembly.
  • the provision of a separate stop at the actuating shaft can be dispensed with in the case of the fresh air supply device according to the invention with the cranking invention described above, which is essential to the invention.
  • the flap assembly includes cylinders for the internal combustion engine at least one flap for controlling a fresh air flow through a fresh air path to the respective cylinder.
  • the flap assembly comprises a common control shaft which is rotatably connected to the at least one flap and which is rotatably mounted in bearings of the flap assembly about an axis of rotation.
  • the adjusting shaft comprises, at a distance from the at least one flap, at least one actuating shaft section in which the actuating shaft has a crank. The offset cooperates with a housing formed on the stop for limiting the rotational movement of the control shaft.
  • the adjusting shaft with respect to its rotational movement about the axis of rotation at least one end position, in which rests the at least one control shaft portion on the housing or a stationary connected to the housing component.
  • the housing or said component acts on the shaft portion of the actuating shaft as a stop.
  • the rotational movement of the actuating shaft can be restricted by suitable in the manner typically required to a certain angle of rotation range of less than 360 °.
  • the control shaft between a closed position, in which the at least one flap closes the fresh air path, and an open position in which the flap clears the fresh air path for flowing with fresh air with maximum flow cross-section, adjustable.
  • the flow cross-section of the fresh air can be adjusted continuously between a zero value and a maximum value by means of the actuating shaft using the cranking essential to the invention.
  • the actuating shaft with respect to its rotational movement about the axis of rotation on a first end position, in which the shaft portion rests against a first housing wall portion of the housing.
  • the first end position is identical to the closed position or, alternatively, identical to the open position. Since in this variant a part of the housing assumes the function of acting on the crank of the shaft as a stop member, the provision of a separate stop on the housing can be omitted. This simplifies the production of the fresh air supply device.
  • another component instead of the first housing wall section, another component, in particular separate from the housing, can assume the function of said stop. This allows the use of variously designed components as a stop.
  • the actuating shaft with respect to its rotational movement about the axis of rotation on the second end position different from the first end position, in which rests the at least one control shaft portion on a second housing wall portion of the housing.
  • the second end position is identical to the open position or, alternatively, identical to the closed position.
  • This variant also simplifies the production of the fresh air supply device.
  • the fresh air duct in the region of the control shaft at least a first and a second enclosure, wherein the second enclosure is arranged at a distance from the first enclosure.
  • At least the first enclosure encloses a controllable with the at least one flap flow cross-section.
  • the first control shaft section is arranged with the crank in an area between the two enclosures.
  • both borders limit the fresh air duct, which preferably supplies a certain cylinder of the internal combustion engine with fresh air.
  • the second flow cross section remains constant and thus allows, regardless of the set rotational position of the control shaft, the constant provision of a constant "offsets" of fresh air to the cylinders of the internal combustion engine is arranged with the crank in this variant between the two enclosures, the required for the control shaft section and for the co-operation with the stop stop can be kept low.
  • first and / or second housing wall portion may be arranged between the two enclosures.
  • only little space is required for the provision of said attack.
  • the first and / or second housing wall section connects the two enclosures with each other.
  • the two housing wall sections can form a 90 ° angle with each other.
  • a further preferred embodiment is connected, in which the two housing wall sections are formed integrally on the housing.
  • This variant is particularly recommended if the housing is to be made of plastic and manufactured by means of a plastic injection molding process.
  • a virtual flap level is defined by a position of the at least one flap in the closed position of the actuating shaft.
  • the first or the second housing wall section is arranged in this valve plane or in a plane which extends parallel to this valve plane.
  • no flap is arranged in the at least one control shaft section.
  • control shaft has at least one additional control shaft section with a crank, in the region of which the at least one flap is connected in a rotationally fixed manner to the control shaft.
  • the flap can mechanically particularly stable and rotationally fixed to the shaft.
  • such a design of the shaft is to to the additional control shaft section a flap, preferably made of plastic, to inject.
  • the crank in the additional control shaft section thus serves to attach the flap of the flap assembly and not to limit the rotational movement of the control shaft by cooperating with a stop formed on the housing.
  • control shaft is integrally formed. This measure is accompanied by low production costs for the Frischluftzu211 adopted.
  • the control shaft including the at least one flap may preferably be made of a metal.
  • an axial direction is defined by the axis of rotation.
  • the adjusting shaft portion with the crank is an axial end portion of the actuating shaft. This allows an arrangement of the crank and the associated stop near a drive device for adjusting the control shaft. Thus, a possible mechanical breakage of the actuating shaft in the region of the stop can be detected particularly easily, since in this case all valves present on the actuating shaft are affected and can no longer be adjusted.
  • the fresh air supply device comprises a, preferably electrical, drive device which is drive-connected to a longitudinal end of the actuating shaft.
  • the control shaft is rotatably connected with at least two flaps, which are arranged at a distance from each other.
  • the control shaft section with the crank is arranged axially between the longitudinal end of the control shaft and the axially adjacent flap of the drive device. In this way, a possible mechanical breakage of the actuating shaft in the region of the stop can be detected particularly easily.
  • the invention further relates to an internal combustion engine with a fresh air supply device presented above. The advantages of the fresh air supply device explained above are therefore also transferred to the internal combustion engine.
  • FIG. 1 shows an example of a fresh air supply device according to the invention, in which the actuating shaft is in a first end position, which corresponds to an open position of the flap,
  • FIG. 5 shows the flap arrangement of FIGS. 1 to 4 in a separate representation
  • Fig. 6 shows a variant of the flap assembly of Figure 4, in which a plurality of flaps are arranged on the control shaft.
  • Figure 1 shows an example of a Frischluftzu réelle Road 1 according to the invention for an internal combustion engine not shown in the figures.
  • the fresh air supply device 1 comprises a housing 2 and one in the housing 2
  • the flap assembly 3 has the cylinder for the internal combustion engine (not shown) at least one flap 4 for controlling a fresh air flow through a fresh luftpf ad 5 through to the respective cylinder.
  • the flap assembly 3 comprises a control shaft 6 which is rotatably connected to the flap 4 and which is mounted in bearings (not shown in the figures for clarity) of the flap assembly 3 about a rotation axis D rotatably mounted on the housing 2.
  • the control shaft 6 including the at least one flap 4 may preferably be made of a metal.
  • control shaft 6 comprises a control shaft section 7, in which the control shaft 6 has a crank 8.
  • the fresh air path 5 has a first and a second enclosure 9a, 9b in the region of the control shaft 6, wherein the second enclosure 9b is arranged at a distance from the first enclosure 9a.
  • the first enclosure 9a summarizes a controllable with the flap 4 flow cross-section.
  • the second enclosure 9b summarizes a flow cross-section, which is not variable with a flap.
  • the control shaft portion 7 is arranged with the crank 8 in a region 14 of the housing 2 between the two enclosures 9a, 9b.
  • the actuating shaft 6 with the flap 4 is adjustable between an open position shown in Figure 1 and a closed position shown in Figure 2.
  • the flap 4 In the open position shown in Figure 1, the flap 4 is the fresh air path 5 for flowing with fresh air with maximum flow cross-section freely.
  • the flap 4 In the closed position according to FIG. 2, the flap 4 closes the fresh air path 5 enclosed by the surround 9a.
  • the adjusting shaft 6 has with respect to its rotational movement about the axis of rotation D a first end position and a second end position different from the first end position, in which the shaft portion on the housing 2 or a stationary connected to the housing member (not shown). This means that the housing 2 or the component acts on the control shaft section 7 of the control shaft 6 as a stop 13.
  • FIG. 1 shows the control shaft 6 in the first end position.
  • the control shaft section 7 rests against a first housing wall section 10a of the housing.
  • the first end position is identical to the open position of the control shaft 6.
  • Figure 3 shows the arrangement of Figure 1 in a view perpendicular to the axis of rotation D of the control shaft.
  • FIG. 2 shows the control shaft 6 in the second end position.
  • the adjusting shaft section 7 bears against a second housing wall section 10b of the housing 2, which is different from the first housing wall section 10a.
  • the second end position is identical to the closed position of the control shaft 6.
  • Figure 4 shows the arrangement of Figure 2 in a view perpendicular to the axis of rotation D of the control shaft. 6
  • first end position may also be identical to the closed position and the second end position may be identical to the open position of the actuating shaft 6.
  • Both the first and the second housing wall section 10a, 10b are arranged laterally between the two enclosures 9a, 9b.
  • the first and the second housing wall sections 10a, 10b connect the two enclosures 9a, 9b with one another.
  • the two housing wall sections are integrally formed on the housing 2 and form a 90 ° angle with each other.
  • the second housing wall section 10b is arranged in this virtual flap plane or in a plane spaced and parallel to this virtual flap plane.
  • control shaft 6 in addition to at least one control shaft section 7 an additional control shaft section 1 1, also with a crank 12, in Area of which the flap 4 is rotatably connected to the control shaft 6.
  • control shaft 6 is integrally formed and consists of a metal.
  • the flap 4 off Plastic is molded onto the control shaft 6, in the region of the additional control shaft section 1 1, in which the crank 12 is present.
  • the flap arrangement 3 shown in FIG. 6 extracts that not only a single flap 4 can be arranged on the control shaft 6, but also several flaps 4 spaced apart from one another, each being used to control the flow cross section of a respective fresh air path (not shown in FIG ).
  • an axial direction A is defined by the axis of rotation D.
  • the adjusting shaft section 7 with the crank 8 is therefore an axial end section 22 of the control shaft 6.
  • This allows an arrangement of the crank 8 and the associated stop (not shown in Figure 6) in the immediate vicinity of an electric drive means 20 - this is only rough schematic in Figure 6
  • the actuating shaft section 7 with the crank 8 is arranged axially between a longitudinal end 21 of the control shaft 6 and the drive means 20 axially adjacent flap 4. In this way, a possible mechanical breakage of the actuating shaft 6 in the region of the stop 13 can be detected particularly easily, since in this case all valves 4 present on the actuating shaft 4 are affected and can no longer be adjusted by means of the electric drive device 20. This is particularly easy to detect.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Air-Flow Control Members (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

L'invention concerne un dispositif d'alimentation en air frais (1) pour un moteur à combustion interne, - comprenant un carter (2) et comprenant un ensemble de clapets (3) disposé dans le carter (2), lequel ensemble de clapets comprend, pour des cylindres du moteur à combustion interne, au moins un clapet (4) pour guider un flux d'air frais à travers un chemin d'air frais (5) jusqu'au cylindre respectif, - l'ensemble de clapets (3) comportant un arbre de réglage (6) commun qui est relié de manière solidaire en rotation audit au moins un clapet (4) et est monté de manière rotative autour d'un axe de rotation (D) dans des paliers de l'ensemble de clapets (3), - l'arbre de réglage (6) comportant au moins une partie d'arbre de réglage (7) dans laquelle l'arbre de réglage (6) présente un coude (8) qui coopère avec une butée (13) réalisée sur le carter (2) afin de limiter le mouvement de rotation de l'arbre de réglage (6).
EP17709629.4A 2016-03-03 2017-03-03 Dispositif d'alimentation en air frais pour un moteur à combustion interne de véhicule automobile Withdrawn EP3423694A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102016203517.7A DE102016203517A1 (de) 2016-03-03 2016-03-03 Frischluftzuführungseinrichtung für eine Brennkraftmaschine eines Kraftfahrzeugs
PCT/EP2017/055038 WO2017149134A1 (fr) 2016-03-03 2017-03-03 Dispositif d'alimentation en air frais pour un moteur à combustion interne de véhicule automobile

Publications (1)

Publication Number Publication Date
EP3423694A1 true EP3423694A1 (fr) 2019-01-09

Family

ID=58264499

Family Applications (1)

Application Number Title Priority Date Filing Date
EP17709629.4A Withdrawn EP3423694A1 (fr) 2016-03-03 2017-03-03 Dispositif d'alimentation en air frais pour un moteur à combustion interne de véhicule automobile

Country Status (6)

Country Link
US (1) US10557420B2 (fr)
EP (1) EP3423694A1 (fr)
JP (1) JP6585855B2 (fr)
CN (1) CN108603446B (fr)
DE (1) DE102016203517A1 (fr)
WO (1) WO2017149134A1 (fr)

Citations (2)

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Publication number Priority date Publication date Assignee Title
DE10126063A1 (de) * 2001-05-28 2003-01-02 Montaplast Gmbh Klappenvorrichtung
DE102005029798A1 (de) * 2005-06-27 2007-01-04 Volkswagen Ag Schaltbauteil für ein Saugrohr einer Brennkraftmaschine

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CA2044213A1 (fr) * 1990-07-12 1992-01-13 Paul L. Gluchowski Valve
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JP2007046470A (ja) * 2005-08-05 2007-02-22 Denso Corp 吸気装置
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Publication number Priority date Publication date Assignee Title
DE10126063A1 (de) * 2001-05-28 2003-01-02 Montaplast Gmbh Klappenvorrichtung
DE102005029798A1 (de) * 2005-06-27 2007-01-04 Volkswagen Ag Schaltbauteil für ein Saugrohr einer Brennkraftmaschine

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2017149134A1 *

Also Published As

Publication number Publication date
CN108603446A (zh) 2018-09-28
CN108603446B (zh) 2019-09-20
JP6585855B2 (ja) 2019-10-02
JP2019506565A (ja) 2019-03-07
DE102016203517A1 (de) 2017-09-07
US20190345877A1 (en) 2019-11-14
WO2017149134A1 (fr) 2017-09-08
US10557420B2 (en) 2020-02-11

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